Vaporizing device



June 10, 1930. D. E. FOWLER VAPORI'ZING DEVICE 2 Sheets-Sheet 2 FiledApril 12. 1929 maentor Patented June 10, 1930 UNEED STATES PATENT OFFICEDANIEL EARL FOWLER, OF SAN ANTONIO, TEXAS, ASSIG-NOR F ONE-HALF TO NTTIEM. HAWKIN S, 0F EL PASO, TEXAS vAronIzINe DEVICE Application filed April12,

The present inventionrelates to improve ments in vaporizing devices, andmore particularly refers to an improved vaporizing device for providinga dry and invisible gas -for usein internal engines.

An object of the invention is to provide an `improved vaporizing devicewhich will eliminate carbon deposits, increase fuel eiiiciency, andresult in a sweeter running mo- Another 'object of the invention is toprovide an improved vaporizing device which will be useful in connectionwith very low grade fuel oils, whichresist ready vaporization.

With the foregoingand `other objects in view, the `invention will bemore fully described hereinafter, and will be more particularly pointedout in theclaims appended hereto.

In the drawings, wherein like symbols refer to like or correspondingparts through the several views,

Figure 1 is a vertical section taken through an improved vaporizingdevice constructed according to the present invention,

Figure 2 is a 'horizontal section taken on the line 2--2 in Figure -1,and

Figure 3 is a similar view taken on the line 3-3 in Figure l.

Referring f more particularly to the drawings, 5 designates alcontainerin which a body ofliquid fuel is shown, as contained up to anappropriate level. The fuel is introduced from an, appropriate source,for instance, the fuel tank usually carried by automobiles through a'fuel induction pipe 6, the Alower endV of which plays freely through avguide 7 held by the tank wall, the

4o pipe 6 `being adjustable vertically in order to shift the liquidfuel'level up and down, as occasion may demand, and for this purpose,thepipe 6 is provided with threads 8 on its upper portion for engaging asimilarly threaded bushing 9 in the cover 10 which is provided `with thethreaded flange 11 for engaging external threads upon the-upper end ofthe tank wall 5.

A nut12is threaded upon the threads 8 15o ofthe pipe above the cover 39,and acts to 1929. Serial No. 354,613.

lock the pipe 6 in theadjusted position. If desired, the bushing 9 maybe unthreaded, so that rotation of the nut 12 will act against saidbushing by an end-wise thrust to cause the pipe 6 to shiftlongitudinally up and down and thus adjustthe fuel level inthe tank 5.

` The air inlet is represented at 13, and con sists of a pipe traversingsubstantially the entire heightof the tank 5 andcommunicatingat itsupper end with theoutsideatmosphere whenever the suction demand opensthe check valve 1li, which is provided in the valve casing 15 and isunder the control of a coil spring 16 which tends to hold the valve 14in the `upper closed position. `A nut 17 threaded on the valve stem 18and acting against the spring 16 is useful for adjusting the tension ofthe'spring 16 and, consequently, the load under which the checkvalve 14will open. Thelower end ofthe air intake pipe lisdisposed through ahorizontal diaphragm or partitionV 19 having numerous perforations 20therein. Below the diaphragm 19 is a bottom 21 forming with thediaphragm an air receivingchamber 22. The bottom 21 is secured in thecylindrical wall 25 of the tank abovethe lower end thereof, which isexternally screw threaded to receive the Ainternal threaded flange 23 ofa bottom cover 24.

Between this 'bottom cover 24 and the bottom 21 of the fuel chamber, iscomprised a heater chamber 25 surrounding the pipe 26 which communicatesat its lower end with the intake `manifold of the engine and whichcommunicates with the heater chamber 25 through an `annular series ofopenings 27 near the base of the chamber 25. The fuel pipe 26 isprovidedwith a valve 28 therein, this valve being disposed between the openings27 and the point of connection with the pipe 26 of other branch pipes 29and 30 communicating withopposite side portions of the chamber 25, andpreferably with upper zones of said chamber 25. In the chamber 25 is aheater coil 31 adapted to receive hot water from the water jacket `ofthe engine, steam from an appropriate source of supply, or ex haustgases from the exhaust manifold of the engine. This coil 31 is wound inone or more convolutions within the chamber 25, and then connects withariser pipe 32, which is in t-urn coupled toa heater coil 33 disposedthe fuel chamber of the tank 5. The helices of the last mentioned coilare preferably open, and the coil` is of comparatively great diameterextending out approximately to the tank wall 5, and about the air intakepipe 13. The upper end of the helix 33 connects with the interior spaceof a heating drum 34 having heads 35 and 36 with numerous tubes y.0rpipes 37 carried in said heads.

An exhaust pipe 38 is connected to the low-v er portion of the interiorspace of the drum 34 for conveying off the heating medium, this exhaustpipe 38 extending outwardly through the tank wall 5 and connecting withavlow point i-n the engine jacket, or with the radiator, or in caseexhaust products are used to the at-mosphere. The upper head 35 isspaced slightly below the upper end of the drum 34, and in theprotecting space thus provided is mounted a rotary fan 39 havinginclined blades for inducing its rotation when acted upon by thecarbureted air drawn downwardly through the numerous tubes 37. The fanmay be appropriately mounted for rotation as upon the shaft 40, or theextension of one ofthe tubes 37. The lower end of the drum detachablyreceives an inverted frusto conical gathering section 41 whichcommunicates with the upper end of the engine fuel pipe 26. In thegathering section 41 is disposed one or more screens or filters 42. Thetank cover 10 is provided with the upstanding internally threaded flange43 to detachably receive the cylindrical extension wall 44 which isclosed at its upper end by the flanged and threaded top cover 45. Agauge 46 may be mounted upon the top cover 45, if desired. At anappropriate point is also provided a relief valve 47 normally keptclosed by a coil spring 48, the load of which may be adjusted by a nut49. l

In the use of the device, when the 'engine isV started, suction will beset up in the fuel pipe 26, creating partial vacuum in the tank or gasgenerator 5 between the oil level and the top portion of the container.VThis condition will cause air to be drawn in through the pipe 13 anddistributed evenly in the air receiving chamber 22, from which the 'airwill be sprayed upwardly in a multitude of minute streams or jets. Inthis condition, the volume of the fuel is considerably expanded due tolack of normal atmospheric pressure. As the air passes upwardly ininnumerable bubbles through the body of liquid fuel, the atoms andmoleculesare torn apartand the rate of evaporation is great-lyincreased, the fumes rising upward andbeing drawn down throughthefluesnor tubes 37, thereby causing the fan or rotor 39 to turn veryrapidlyv and thus "churn'pand cutathe particles of heavy matter thathave not been completely vaporized.`

Both the liquid fuel and the carbureted air are heated by the coils 31and 33 and by the heating drum 34, so that the gas is dried before beingfinally passed to the engine fuel pipe 26.

The device is also useful with heavy oils, even with pipe line crudeoil. Where crude oils are used, the valve 28 is closed, causing the gasand incompletely vaporized fuel to be drawn outthrough the openings 27into the heater chamber 25, completely gassifying all atoms of the fuel,after which it is led back through the branch pipes 29 and 30 to theengine fuelpipe 26 below the valve 28.

The intake air valve 14 may be adjusted as to tension by the nut 17, andthereby control the amount of vacuum desired for best working results.Also, the fuel inlet pipe 6 may be adjusted up and down to secure thedesired oil level or depth, which governs the richness of the mixture.The relief valve 47 takes care of any pressure that might develop if theengine was suddenly stopped and the heat not turned off. The fan 39 iscaused to revolve rapidly, and the centrifugal force developed by sameacts to throw the heavier particles out from the flues 37 They arenaturally drawn back again, but in going through this action, a morecomplete vaporization and carburetion of the air and gas is obtained.

In the use of the device, it is found that a dry invisible gas isproduced which is unproductive of any carbon deposits, provides for theeven running of the motor, and increasesthe fuel efficiency.

It will be obvious that many changes in the construction, combinationand arrangement of parts could be made, which could be used withoutdeparting from the spirit of my invention, and I do not mean to limitthe invention to such details, except as particularly pointed out in theclaims. v

Having thus described my invention, what I claim and desire to secure byLetters Patent of the United States is 1. In an improved vaporizingdevice, a generator chamber in communication with sources of liquid fueland air supplies, a heater chamber below said generator chamber, anengine intake pipe communicating with the4 vapor space of the generatorchamber and extending through said heater chamber, said engineintakepipe having perforations thereinsetting up communication betweenthe interior of the intake pipe and the heater chamber, a valve in theengine pipe below the heater chamber, and a pair of branch pipeslconnecting with upper zones of the heater chamber at opposite sidesthereof, and with the engine intake pipe below said valve.

2. In an improved vaporizing device, a generator chamber incommunication with sources of liquidfuel and air supplies, aheaterchamber extending below said generator chamber, heating coils in saidheater and generator chamber, a heater drum in said generator chamber incommunication with the heater coil therein, tubes passing through saiddrum, a collector section communicating with the discharged ends of saidtubes, screen n

